Car stop



w. M. OSBORN CAR STOP Filed Feb. 26, 1923 2 Sheets-Sheet 1 gig; 21

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Oct. 30, 1923. 1,472

' w. M. OSBORN CAR STOP Filed Feb. 26, 1923 2 Sheets-Sheet 2 Patented Get. 3Q, 1927.

i i .ll e i. ri a CAR STOP.

Application filed February 26, 1923. Serial 1T0. 521/l37.

ToaZZwhomitm-ay concern:

Be it knownthat l, WARREN M. Oseonrr, a citizen of the United States, residing at Chicago, in the county of Cook, State of Illinois, having invented certain new and useful Improvements in Car Stops, do hereby declare that the following is a full, clear, and exact description of the same.

My invention relates to improvements in stops for railway cars, and its object is to provide a novel and useful device which receives the endwheels of a car-truck and frictionallyv engages the rails to stop the travel or momentum of the car, being generally used at the termination of a track.

The invention consists in the matters hereinafter described and then pointed out in the claims.

In the accompanying drawing, Fig. 1 is a'perspective view showing the device in place on the track rails; Fig. 2 is a detail view in section on the line 2-2 in Fig. 1 with parts of the device and rail broken away; Fig. 3 is a side'view of the device in its operative position on a rail with the wheels of a car truck in place, and Fig. i is a top plan view.

in the drawing the reference letter A represents the rails of a track, and B and C the front and rear wheels respectively of a car truck.

The stop consists of an opposite pair of metallic blocks 10, connected by a rigid cross-rod 11 suitably located near their rear ends below the line of the brake devices of a car truck, and by a cross-roller 12 which is revolubly mounted in the lower portions of the blocks in advance of their centers or nearer to their front or receiving ends; the ends of the roller 12 are provided with collars 13 outside of the blocks to hold the latter from spreading on the rails. The clocks are spaced apart to correspond with the track gauge, and with their cross-rod and roller form a practically rigid unitary structure. Each block is oblong, and is provided on its lower edge with a channel formed by a pair of depending edge flanges ll to straddle and receive the head of the associated rail when the device is in place. The roller 12 is so positioned in the blocks that the lower portion of its circumference or periphery passes through the channels in the lower edges of the blocks and rests upon the rails as shown in Fig. 3. The inner or forward end of each block is tapered, and its upper surface is curved upwardly and rearwardly to form an in- (lined way 15 extending from its forward end to a point slightly in the rear of the line of the cross-roller, and the upper surface is then reversely curved downwardly to form a seat 16 for a car wheel in the outer end of the block in rear of the line of the cross-roller. The rear end of the block is extended somewhat upwardly at the outer portion of the seat as at 17 to form a stop for the wheel, although this end does not rise high enough in practice to interfere with the brake devices of the truck. Each block is provided. at the inner edge of its way 15 and seat 16 with a groove 18to receive the flange of the car wheel, and one of the flanges 14.: of each block is projected forwardly beyond its front end for a purpose presently described, the outer flange of each block being so extended in the exemplification here shown.

In practice the device is assembled on the track. usually near its terminus, with the opposite rails seated in the lower channels between the flanges 1i and with the roller 12 resting on the tops of the rails as shown. As the ends of the blocks in rear of the roller are heavier than their front ends, the latter will be slightly tilted or raised above the rails, the parts being so constructed and related that the forward ends of the flanges 14 will not rise above the heads of the rails.

When the front or leading wheels B of a car, whose motion is to be checked to prevent its over-running the line, reach the blocks they rock the forward ends down and pass up over the inclined ways 15 into the seats 16; when the wheels pass the line f the cross-roller 12 they rock the rear ends of the blocks down upon the rails to produce a frictional engagement between these parts, and as the wheels now remain in the seats in the blocks the weight imposed by them increases the frictional resistance between the blocks and rails to such extent that the motion of the car is stopped. This resistance is not at first suiiioient to prevent the blocks being slid along the rails for a short distance, but as it gradually increases the blocks cometo rest on the rails and the motion of the car is stopped. The roller bears a considerable portion of the weight imposed on the blocks and enables the blocks to move more freely toward the rear when the wheels lid 7 the roller were not used, and this prevents first seat on them than would be the case if the liability 'of the' wheels breaking the blocks on their impact with the ends 17 the blocks may thus be made lighter and smaller than otherwise. The roller also enables the blocks to move more readily under the initial thrust of the wheels 'on their receiving ends, so that the speed of the car is not abruptly checked but is gradually'reduced and with a minimum of shock. The resistance between the blocks and rails is materially increased by forming the lower surfaces of the blocks in rear of the cross-roller on such a contour that when the parts are positioned as shown in Fig. 3 these surfaces will be in flush engagement wit-h the tops of the rails from any suitable point in rear of theroller to the rear ends of the blocks; this is indicated in Fig. 3 where the lower surface in rear of the roller is shown at 19 to depart downwardly from the line or plane of the forward portion to form a horizontal con-' tour flush with the top of the rail, it being obvious that this formation may begin at any suitable point in rear of the cross-roller. Thesebearing portions of the blocks in rear of the roller may be roughened to increase the resistance, and in practice the crossroller 12 is made of such length that its collars 13 will frictionally engage the sides of the blocks to increase the checking action of the device as the roller is rotated along the rails during the slight rearward travel of the blocks. When the car is moved forward in the opposite direction, the wheels B tend to slide the blocks forwardly and this motion is checked by providing a suitable obstruction or abutment in the line of the V blocks to check its forward "movement Preferably for this purpose the rails are provided or formed with a slight ofisjetfro n gauge as indicated at a so that the forward ends ofthe flanges 14 will engagetherewith and stop the blocks, the friction of the collars 13 as the roller is turned forward aiding this action, so that the wheels B easily pass out oftheir seats and off the blocks onto the rails, leaving the device in position on the rails to receive the leadingwheels of;

the'n'eizt car that is to be'stopped. The dee i formation of the rails forms an abutment or, I stop for the flanges 1n the retractlve moveof connected blocks, each having a rail chan p nel in its lower edge and an inclined way and a wheel-seat on its upper edge, and a cross rollerrotatably mounted in the blocks with the lower portion of its circumference r in the hannels thereof to rest upon the rails.

2. A car stop comprising an opposite pair "of connected blocks, each hayingw ffianges V forming a rail channel in its lower edge and r anv inclined wayand a wheel-seat on its up- 7 per edge, and a crossrollerflrotatably mounted in the blocks: with the lower portion of its circumference in the channels thereof to rest upon the rails, one of the flanges of each block being constructed to. engage an abut nient when the blockiis the car wheel. V V 7 In testimony whereof I atfix my signature.

slid forwardly by WARREN M. OSBORN, V. i 

